Engineering Design Handbook - Helicopter Performance Testing

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AD-785 ENGINEERING DESIGN HANDBOOK, COPTER PERFORMANCE TESTING

000

HELI-

Army Material Command Alexandria, Virginia 1 August 1974

I?

DISTRIBUTED BY:

National Technical Information Service U. S.DEPARTMENT OF COMMERCE 5285 Por Royal Road, Sprin~ield Va. 22151

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AMCP 706-204

AMC PAMPHLET

0

00

ENGINEERING DESIGN HANDBOOK

HELICOPTER

PERFORMANCE TESTING U .Ilil

HEADQUARTERS, US ARMY MATERIEL COMMAND Ni TIONAI TECHNICAL

INrOPMAT'ON SIRVI ir kit tm''ml

.

, ,I.. L

AUGUST 1974

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DEPARTMENT OF THE ARMY HEADQUARTERS UNITED STATES ARMY MATERIEL COMMAND 5001 Eismnhower Ave, Alexandria, VA' 22333 AMC PAMPHLET 7-24

1 August 1974 ENGINEERING DESIGN HANDBOOK HELICOPTER PERFORMANCE TESTING TABLE OF CONTENTS

Paragaph LIST OF ILLUSTRATIONS LIST OF TABLES FOREWORD PREFACE LIST OF SYMBOLS

vi xi xlii xiv xvii

CHAPTER 1. PLANNING 1- 1 1-2 1-3 1-4 I-S

General .................................. Preliminary Planning ........................ Test Plans ................................. Flight Cards ............................ Data Reduction Forms .......................

1-1 1-1 1-2 1-4 1-4

CHAPTER 2. INSTRUMENTATION 2-I 2-2 2-3 2-4 2-5 2-6

General ................................ Planning ................... .... ..... .... Requirement Guidelines .................... Recording of Data ................... ..... Cost Considerations ....................... Sensor Definition and Calibration. .............

2-I 2-I 2-I 2-2 2-3 2-3

CHAPTER 3. GROUND EQUIPMENT 3-I 3-2 3-3 3-4 3-5 3-6 3-7 3-8

General ......... ........................ Horizontal Thrust Stand ...................... Vertical Thrust Stand ....................... Atmospheric Equipment ..................... Theodolites . ......................... Cameras .................................. Hovering Equipment ........................ Communication Equf, ,m ent ...................

3-I 3 -1 3-I 3. 2 Z-3 3-1 3-, 3-t,

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AMOP 70G.204 TABLE OF CoNTENTS (Contd) Paragmph

Page CHAPTER 4. GROUND TESTS

4-1 4-2 4-3 4-4 4-5 4-6 .4-7

General .................................. Weight and Balance ......................... Center of Gravity Determination .............. Fuel Tank Calibration ....................... Pressure System Tests ....................... Temperature Calibrations ..................... Control System Rigging and Calibration .........

4- 1 4-1 4-1 4-3 4-4 4-4 4-5

CHAPTER 5. HOVERING PERFORMANCE 5-I 5-2 5-3 5-4 5-4.1 5-4.2 5-4,3 5-4.4 5-5 5-6

General .................................. Planning .................................. Instrumentation ......................... Test Methods .............................. General .............................. Vertical Thrust Stand ....................... Tethered Hovering. .. Free Flight Hovering .................... Data Reduction ............................ Data Presentation ..........................

5-1 5-2 5-3 5-4 5-4 5-4 5-6 5-7 5-8 5-10

CHAPTER 6. TRANsLATION PERFORMANCE 6-I 6-2 6-3

General ..... ........................ Planning .................................. Instrumentation ............................

6-I 6 -2 6-3

6-4 6-4.1

Test Methods .............................. General .................................

6-3 6-3

6-4.2 6-4.3 6-S 6-6

Sideward Flight ......................... 6-4 Rearward Flight ...................... 6-5 Data Reduction ............................ 6-5 Data Presentation ........................... 6-6 CHAPTER 7. TAKEOFF PERFORMANCE

7-I 7-2 7-3 7-4 7-4.1 7-4.2 7-4.3 7-4.4 7-4.5 7-4.6

G neral ................................... Planning .................................. Instrumentation ............................ Test Methods ..... ...... ................. General .................................. Rolling Takeoff Technique.................. Level Accelfrtation From Hover Technique ...... Simultaneous Climb and Hover Technique....... Rotor Speed Bleed Technique ................ Data Recording..........................

7--i 7-I 7-3 7-4 7-4 7-4 7-6 7-7 7-7 7-8

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AM 7C*204

TABLE OF CONTENTS (Cont'd) Paragraph

Page

7-5 7-6

Data Reduction ............................ Data Presentation ...........................

7-9 7-13

8-1

CHAPTER 8.CLIMB PERFORMANCE General ..................................

8--i

8-2 8-3 8-4 8-4.1 &-4.2 8-4.3 8-4.4 8-5 8-5.1 8-5.2 8-5.3 8-5.4 8-5.5 8-6

Planning .................................. Instrumentation ............................ Test Methods .............................. Vertical Climb Test Method .................. Sawtooth Climb Test Method ................. Weight and Power Correction Factors Climb ..... Test Method ............................. Continuous Climb Test Method ............... Data Reduction ............................ General ................................. Vertical Climbs ............................ Sawtooth Climbs .......................... Correction Factor Climbs ................... Continuous Climbs ......................... Data Presentation.......................

8-1 8-2 8-3 8-3 8--5 8-6 8-7 8-8 8-8 8-9 8-9 8-10 8-11 8-12

CHAPTER 9. LEVEL FLIGHT PERFORMANCE 9-1

General ..................................

9-I

9-3 9-4 9-4.1 9-4.2 9-4.3 9-4.4 9-4.5

Instrumentation ........................... Test Muthods ............................. General ................................. Level Flight Performance ................... Blade Stall .............................. Maximum Airspeed ....................... Range ..................................

9-3 9-4 9-4 94 9-6 9-6 9-7

9-5.2

Level Flight Performance ....................

9-5.4

Maximum Aimpeed .........................

9- 2

9-S 9-5.1

9-5.3 9-5.5

9-6

Planning ..................................

Data Reduction ............................ General ............ ....................

Blade Stall ...............................

9-1

9-7 9-7

9-7

9-8

9-9

Range ...................................

9-9

Data Presentation ...........................

9-10

CHAPTER 10. AUTOROTATIONAL DESCENT AND LANDING PERFORMANCE 10-1 10-2 10-3

General ............................... Planning .................................. Instrumentation ............................

1O-1 10-2 10-3 tw

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AMCP 700-204 TABLE OF CONTENTS (Cont'd) Paragraph 10-4 10-4.1 10-4.2 10-4.3 10-4.4 10-5 10-6

Page

Test Methods .............................. Entry Tests .............................. Sawtooth Descent Tests ..................... Steady-state Descent Tests ................... Height-Velocity Diagram 'rest ................ Data Reduction ............................ Data Presentation ...........................

10-4 10-4 10-5 10-6 10-6 10-12 10-12

CHAPTER 11. POWERED DESCENT AND LANDING PERFORMANCE 11-1 11-2 11-3 11-4 11-4.1 11-4.2 11-4.3 11-4.3.1 11-4.3.2 11-5 11-6

General ........................... Planning ........ ................... Instrumentation ............................ Test Methods .......................... G eneral .... ........................... Powered Descent Performance ................ Powered Landing Performance ................ Vertical Landing .......................... Forward Speed Landings ................... Data Reduction ........................... Data Viesontation .........................

11-1 11-2 11-2 11-2 11-3 11-5 i1-5 - 5 11-6 I -6

CHAPTER 12. AIRSPEED, ALTITUDE, AND TEMPERATURE SYSTEM CALIBRrlONS

I

12-1

General .... t.t......................

12-2

Planning ..................................

12-3

Instrumentation ..........

12-4. 12)-4.1I 12-4.2 12-4.3 12-4.4

12-1

12-2 ...

...

.........

Test Methods .............................. G eneral ................................. Trailing Bomnb ........... . . . . . . . . Alr,:raft Pace .................... Tower Flyby ...............

12-4.S 12-5

Ground Speed Course ........ Data Reduction ............................

12-6

Data Prsentatioa ..........................

....... ............. .....

12-3

12- 3 12- 3 12-4 12-5 12 - 5 1*.>6 12-47

12.1--7

CHAPTER 13. INLET PEIRORMANCE

IV

13-I 13-2 13-3

Genetal ................................. Planning .................................. Instrumentation ............................

13-4

Test Procedures . .........................

13-S

Data Reduction ....................

13-6

Data Presentation ...............

13--i 13.-2 13 -2 .......

...........

13-4

I1

4

13- S

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fl~

TABLE OF CONTENTS (Cont'd) Paragraph

page CHAPTER 14. ENGINE PERFORMANCE

414-6

k4

14-1 14-2 14-3 14-4 14-4.1 14-4.2 14-4.3 14-5

General ............................... Planning ............................... Instrumentation ......................... Test Methods ........................... Erngine Calibration....................... Ground Tests .......................... Flight Tests ........................... Data Reduction.......................... Datai Presentation ........................ BIBLIOGRAPHY.........................

14-1 14-1 14-2 14-2 14-2 14-3 14-3 14-4 14-6 B-1

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AMCP 706.204 LIST OF ILLUSTRATIONS FigureNo. 3-1 3-2 4-1 4-2 5-1 5-2 5-3 5-4 5-5 5-6 5-7 5-8 5-9 5-10 6-1 6-2 6-3 7-I 7-2 7-3 7-4 7-S 7-6 7-7 7-8

'-9 7-10 7-! 7-12 7-13 7-14 7-I , 7-16 7. 17 7-113

_F1

Tile Theodolites ............................... Fairchild Camera Layout ................... Vertical Center of Gravity Determination ....... Fuel Tank Calibration With Pitch Attitude ....... Nondimensional Hovering Performance and Collective Stick Positions ................... Ground Effect Influence on Hovering Performance ............................. Nondimensional Hovering Performance ......... Hovering Performance Variation With Collective Stick ........................... Nondimensional Hovering Performance Summ ary ............................... Hovering Performance ..................... Summary Hovering Performance as a Function of Power Coefficient C, ................... Out-of-ground Effect Hovering Height ......... Figure of Merit and Mean Lift Coefficient ....... Summary 'Hovering Performance as a Function of Gross Weight GW ....................... Translation Performance ..................... Translation Performance Variations ........... Tail Rotor Performance ...... ......... Rolling 'akeoff Performance ................. Level Acceleration From a Hover Technique Simuaaneous Climb and Accelerate Technique Graphical Distance Scale for Fairchild Plates Runway lakeoff Gradient ................... Takeotf Profile ....................... ... Veocity Relationships During Takeoff ......... Dk vice for Graphical Determination of True Ainmpeed . ......................... Takeoff Performance ................. Nondimensional Takeoff Performance ......... Aiuspeed and Distance for Maximum Takeoff Performance ............................. Takeoff Distatce Required ................... Acceleratiop Distance Required ............... Air Distance Required ..................... Maximum Takeoff Performance ............... Takeoff Dittance Required To Cinar a SOft Obstacle ............................ T4keoff Performance Variation With Exc-m 'ower Coefficient ....... ................. Takeoff Chuactemistics .....................

Page 3-3 3-5 4-2 4-4 5-10 5- l1 5-i I 5-12 5-12 5-13 5-13 5-14 5-14 5-14 6-12 6-12 6-12 7-5 7-6 7-7 7-10 7-10 II 7-1l 7,- I1 7-- 12 7--l12 7-13 7- i4) 7 - 19 7-19 7-19 7-20 7-20 7-20

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AMC7W204 LIST OF ILLUSTRATIONS (Contd) FigureNo. 7-19 8-1 8-2 8-3 8-4 8-5 8-6 8-7

"; n

8-8 8-9 8-10 8-11 8-12 8-13 8-14 9-1

Title

Fairchild Camera Data ..................... Rate of Climb Variation With Airspeed .......... Climb Performance Variation With Rotor Speed and Angle of Sideslip ...................... Sawtooth Climb Performance ................. Sawtooth Corrected Climb Performance ......... Rate of Climb Correction Fac or for Airspeed ... Climb Performance Variation With Rotor Speed Rate of Climb Correction Factor for Rotor Speed Variation ......................... Climb Performance ......................... Climb Performance Variation With Altitude Climb Performance Variation With Gross Weight .......................... Climb Performance Variation With Power ....... Nondimensional Minimum Power Required Performance ............................. Gross Weight and Power Correction Factors Climb Performance Summary ....... ..... Density Altitude and Gross Weight Variation for Constant Cr ...........

8-6 8-9 8-10 8-10 8-10 8-10 8-10 8-11 8-12 8-11 8-26 8-26 8-26

................. 9-2

9-3 9-7 9-8

9-7

Nondimensional Blade Stall

9-9

9-8 9-9 9-10 . 9-I 9-12 9-13 9-14 10-1

Specific Range Summary ................... Level Flight Power Required ............... Advance Ratio for Minimum Power Required,,, Nondimentional Level Flight Power Required . Level Flight Range Summary ............... Maximum Airspeed Limit for Vibration ......... Range Mission Performance ................. Autorotational Descent Performance With Airspeed Variation ....................... Autorotational Descent Performance Variation With Rotor Speed ................. Rotor Speed and Altitude Variation With Flare

9-6

10-2 10-3

Airspeed............ 10-4 10-5

.

7-21 8-5

Altitude Chart .......................... Nondimensional Level Flight Performance ....... Nondimensional Speed-Power ................. Nondimensional Airspeed for Minimum Power Required .... .................... Nondimensional Power ........... Required at Best ............ En urnc Airspeed Endurance Aised9-9

9-2 9-3 9-4 9-5

'

Page

................

................

Altitude and Rotor Speed Variation With Entry Airipeed ............................... Rotor Performance During Plar .............

9-8 99-10 9-26 9-26 9-26 9-26 9-27 9-27 10-6 10-6

110-9 10-9

'.4

Vii

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AMCP 708-204

LIST OF ILLUSTRATION (Cont'd) Figure No. 10-6 10-7 10-8 10-9 10-10 10-11 10-112 10-13 10-14 10-15 10-16 10-17 10-18 10-19 10-20 10-21 10-22

10-23

10-10 Flare Performance .......................... Recommended ,Minimum Height Required for a Safe Landing Following an Engine Failure ....... 10-10 Recommended Altitude for Safe Landing Following an Engine Failure ...................... 10-10 Autorotation Performance Variation With Airspeed 10-29 and Gross Weight ........................ Autoratation Performance Variation With Airspeed 10-29 and Altitude ............................. Autorotation Performance Variation With Rotor Speed and Gross Weight ..................... 10-29 Autorotation Performance Variation With Rotor 10-29 Speed and Altitude ....................... Autorotation Performance Variation With Sideslip 10-30 Angle and Airspeed ..................... Autorotation Performance Variation With Turn Rate 10-30 and Airspeed ......................... 10-30 Height Required for Autorotation Entry ......... 10-30 Rotor Speed Change During Autorotation Entry,. Attitude Change During Autorotation Entry ...... 10-31 Angular Rate Changes During Autorotation Entry.. 10-31 Angular Acceleration Changes During Autorotation !0-31 Entry ......... ..................... 10-31 Heght Required To %ttain Flare Airspeed ....... 10-32 Rotor Speed Increase During Flare ........... 10-32 Normal Acceleration Change During Flare ..... 10-32 Pitch Attitude Change During Flare ........... Airspeed Change During Flare ................

10-25

10-27

Collective Stick Required During Hover Landing at Various Entry Gear Heights ............ Collective Stick Required During Hover Landing at Variou&Gross Weights ..... .............. Rotor Speed Required During lover Landing .....

10-33 10-33

10-28

Lapsed Time During Hover Landing

10-33

10-29 10-30

10-34 Hover Landing Characteristics ................. Low Speed, Low Height Landing Distance ...... . 10-34 10-34 Low Speed, Low Height Landing Acceleration ... Collective Stick Required During Low Spod, Low

10-31

10-32

Height

Landing ............

.

........

.........

I I .i

Longitudinal Landing Decelerations During Low Sped, Low Height Unding ............... Minitum Height Required To Make a Safe Autorotational Landing ..................... Rate *f Descent Variation With Airspeed ........

11-3

Maximum Pefornance Landing Proaldes .........

10-33 10-34 I1-2

viii

Page

10-24

10-26

*

Thle

Rate of Descent Variation With Power .........

10-32

10-33

10-34

10-35 10-335 .I.4 11-4

11-6

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VFigue

AMCP 7068-0A

'4

11-4

Page

12-1 12-2 12-3

Tower Flyby Course

12-4 12-5 12-6

Ground Speed Course ...................... Airspeed Calibration...................... Position Error Correction for Angle of Sideslip. Position Error Correction for Angle of Attack. ...

11-6 11-7 118 11-9 11-10 11-11 11-12

12-8 12-9

MM13-2

7Tie

No.

Variation in Powered Descent Performance With Airspeed............................. Variation in Powered Descent Performance With Differential Power Coefficient ............... Powered Descent Performance Change With Rotor Speed............................... Range Performnanc~e in Powered Descent ......... Distance Required To Land Over a 50-ft Obstacle Powered Descent Landing Performance Variation With Differential Power Coefficient ........... Ground Distance Required After Touichdown ..... Rotor Characteristics During Maximum Performance Landing...............11-14 Control Positions Duin4axiu efrac Landing ........... .................. Airspeed Calibration Bomb ...... Airspeed Calibration Bomb in Flight ............

11-5

4,2-2

LIST OF ILLUSTRATIONS (Cont'd)

.........

*.............

Position Eror Correction for Rate of Climb or Descnt.............................

11-13 11-13 11-13 11-13 11-14 11-14 11-14

11-15 12-4 12-5 12-6

12-6 12-24 12-24 12-2

12-24

Altimeter Clibration........... ..........

12-25

13-1

Inlet Rake

13-3

13-10

13-4

Inlet Perormance Variation With Airspeed ...... Inlet Performance Varivion With Angle of Attack Inlet Perforn'ce Variatioa With Angle of

13-S .13-6 '13-7-

Inlet Performance Variation With Hover Height Inlet Pressure Characteristics During Transltio Not Performance Variation With En&in* Speed.

13-10 13-Il 13-11I

13-9

Inlet Airflow and Pressure Chtracteristics .. 13-I11 Inlet Airflow Charactast3. ............... 13-12 Inlet Temperature Variation During Hov.... 13-12 Inlet Temottature Variation With Hover Heighit -13-1 2 Inlet Temperature Variation With Hover Thrust ... 13-12 Intt~Tentperatute &ws[Wring TrtvAslation ....... 13-;-13 iNet Temperature Variation With Airwped 13-L, lorquemeter Constant as a Function of Power SettingS 14-S Fuel Spcific Weight Voriation With Temperature IA-6 14-7 Engie Stations and Terminoloaj .............

Engine Spid.........................

13-11

13-8

13-10 13-i I 13.-1!2 13-13 13-14

13-15 14-1 14-2 14-3

14-4

13-3

..............................

[plot Perfornincnn Varation With Corrected

13-10

..

rotqueeter Cibation ........ .......... 14-112

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AMCP 706,204 LIST OF ILLUSTRATIONS (Cont'd) FtpreNo. 14-5 14-6 14-7 14-8 14-9 14-10 14-11 14-12 14-13 14-14 14-15 14-16 14-17

Page

Airflow Variation With Inlet Pressure Ratio ...... 14-12 Inlet Airflow and Engine Speed ............... 14-12 Inlet Pressure and Engine Speed ................ 14-12 Inlet Guide Vane and Bleed Valve Position With 14-13 Engine Speed ............................. Engine Thrust and Engine Speed ............... 14-13 Interstage Bleed Airflow and Engine Speed ....... 14-13 Turbine Inlet Pressure and Temperature Characteristics ....................... 14-,13 Pressure and Tempera.ure Variation With Enine' Speed ...................................

14- 14

14-14 14-14 14-14 14-15

14-21 14-22

Fuel Flow and Engine Speed ................. Exhaust Gas Temperature and Engine Speed Shaft Horsepower and Engine Speed ........... Exhaust Temperature Variation With Fuel Flow... Shaft Horsepower Variation With Inlet Pressure and Temperature ...................... Airflow and Shaft Horsepower ................ Fuel Flow and Shaft Horsepower .............. Turbine Inlet Total Pressure and Temperature Variation With Shaft horsepower ............ Exhaust Gas Temperature and Shaft Horsepower Total Engine Efficiency ...................

14-23 14-24

Engine Acceleration Charactetistics ............. Droop Characteristics .......................

14 16 14-17

14-18 14-19 14-20

"Km

Title

14-15 14-15 14-!S 14-16 14-16 4 16

mm | i

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AMCP 70624 LIST OF TABLES Table No.

Title

5-1

Hovering Performance Flight Card ..............

5-2

Visual Cockpit Instrumentation for Hovering Performance .............................. Automatic Recording Instrumentation for Hovering Performance ......................

5-3

Page 5-3

5-4 5-4

5-4

Data Reduition Form for Hovering Performance...

5-15

5-5

Summar# over Perform,,nce ..................

5-Il

5-6 5-7 5-8

Summary Collective Stick Required ............. Nondimensional Hovering Summary............. Hover Data Reduction Form ..................

5- 11 5-12 5-13

5-9 5-10

Figure of Merit and Mean Lift Calculations ....... Summary Hover Ceiling Calculation .............

5-14 5-14

6-1

Visual Instrumentation for Translational Performance ............................. Automatic Recording Instrumentation for Translational Performance ................... Data Reduction Form for Translational Performance ............................. Data Card for Flight Crew .................... Data Card for Weather Station ................. Data Card for Theodolite Station ............... Visual Instrumentation for Takeoff Performance... Automatic Data Recording for Takeoff Performance ............................. Weather Station Instrumentation for Takeoff Performance ....................... Data Reduction Form for Takeoff Performance .............................. Visual Climb Instrumentation ................. Photo Panel Instrumentation for Climb Performance .............................. Oscillograph Instrumentation for Climb Performance .............................. Data Reduction Form for Vertical Climbs ........ Data Reduction Form for Sawtooth Climbs ....... Data Reduction Form for Continuous Climbs ..... Level Flight Data Recording Card ............... Visual Instrumentatict for Level Flight P-'r ,or ;: ce .............................. Osciilograph Instrumentation for Level Flight Performance ......................... Data Reduction Form for Level Flight Performance .. .......................... Data Reduction Form for Best CGimb Speed Calculation .......................... Data Reduction Form for Endurance Calculations ..............................

6-2 6-3 7-1 7-2 7-3 7-4 7-5 7-6 7-7 8-1 8-2 8-3 8-4 8-5 8-6 9-1 9-2 9-3 9-4 9-5 9-6

6-3 6-3 6--7 7-2 7-3 7-3 7-3 7-3 7-4 7-14 8-2 8-2 8--3 8-13 8-18 8-22 9-3 9-3 9-4 9-I1 9-17 9- 19

xi

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AMP 764 LIST OF TABLES (Cont'd) Table No. 9-7 9-8 10-1 10-2

S10-3

10-4 1 10-5 11-I 11-2 U-3 12-1 12-2 12-3 12-4 12-5 12-6 13-1

14-1

xii

Title

Page

Data Reduction Form for Calculation of Maximum Airspeed ........................ 9-21 Data Reduction Form for Summary Range Performance .............................. 9-23 Visual Instrumentation for Entry Tests .......... 10-3 Oscillograph Instrumentation for Entry Tests ..... 10-3 Data Reduction Form for Autorotation Entries .... 10-13 Determination of Flare Airspeed ............... 10-19 Data Reduction Form for Low Altitude Hover and Forward Speed Landings ............ 10-24 Manually Recorded Data for Partial Power Entry Tests .............................. 11-3 Data Reduction Form for Powered Descent ....... 1!-7 Data Reduction Form for Powered Landing Performance ............................. 11-11 Flight Data Card for Pacer Calibration Method..... 12-2 Visual Instrumentation for Airspeed Calibration ......... ..................... 12-3 Data Reduction Form for Pacer Airspeed Calibration Method ........................ 12-8 Data Reduction Form for Ground Speed Course Calibration Method .................. 12-15 Data Reduction Form for Fairchild Camera Airspeed Calibration Method ................. 12-18 Data Reduction Form for Tower Flyby Airspeed Calibration Method ................. 12-21 Data Reduction Form for Inlet Performance ...... 13-6 Data Reduction Form for Engine Performance .... 14-8

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AM P 7.204

FOREWORD The helicopter industry is a highly competitive field of endeavor which by its very nature requires both practical and theoretical engineering of the highest calber. Research and advance design progre are such that the existing models are obsolete s soon as, and often before, they can become operational. Further time las often are introduced by production schedules, modification requirements, and retrofit actions. Flight testing s an intepal part of conceiving, designing, and producing a useful flight vehicle. This production cycle with its preat cost and effort obviously places a great demand on the resources of any particular company. Performance, safety, cost, time, and expediency are some of the many factors which influence any aircraft development. The flight test efftrt often is considered by many to be the demonstration of the aircraft and not a great deal of anything else. This view is far from the truth. Test results should be incorporated throughout the development cycle, and failure to accomplish this may compromise or jeopardize the end product. Pilot considerations should be included in the initial design phases to insure man/machine compatibility. Pilot effort and opinion during the simulator tests provide the tint indication of conceptual feasibility and any significant problems. Production and product improvement tests define operating characteristics and allow for the development of improvements or solutions to deficiencies as they are discovered. As the state-of-theart advances, the aircraft become rore complex with accompanying difficulties in the development cycle. Also, the customer organizations become larger, more efficient, demand more reliability and accuracy, and in general, refine their cm-bility in all areas. The manufacturers and Government in turn are forced to provide more comprehensive and accurate information about the product, thus requiring an ever increasing flight test effort. This handbook discusses flight testing as it relates to helicopter performance determinations. This handbook was written by Kenneth R. Ferrell, Chief Advanced Methodology and Analysis Office, US Army Aviation Test Activity.

•I

xi

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AMCP 70-0

PREFACE The reci of engineering flight test as it exists today developed primarily out oi- the necessity for defining the performance, stability, and control of military and commercial aircraft, The requirement for accurate, repeatable data is of particular importance for these applications since many people may be affected by failure to accomplish a given flight plan. Practical operations make it obvious that theoretical data do not provide sufficient accuracy for predicting actual operating characteristics. Also as the aircraft become more complex, the number of undefined parameters becomes larger and the necessary information becomes increasingly difficult to obtain through the usual wind tunnel and model testing. Flight testing thus was from inception, and is today, a significant and essential part of any development and production effort, Flight testing may be classified into various categories such as research, development, production, functional system, and handbook testing. Each of these types of testing has their unique objectives, techniques, and worths, Research and experimental testing is being accomplished by both military, educational, and commercial organizations. This testing usuilly is conducted on test beds, modified versions of current aircraft, and ort unique experimental vehicles. Research testing has objectives concerned with advancement of the overall state-of-the art and in obtaining information relative to specific areas. Developmental testing is generally considered to be defining and improving an established concept or aircraft. Production testing is devoted primarily to evaluating the production aircraft to insure that production tolerances and changes have not introduced variations that will violate delivery standards. The majority of this development and production testing is accomplished duing the early stages of the production cycle. Product improvement testing normally continues as long as the akcraft Is in production. Improvements, modifications, and new equipment are evaluated as required by the customer or by the manufacturer when considered advisable. Functional and handbook testing is of primary concern to the using organizations. For the military, this testing consists of operational and suitability evaluations relative to mission accomplishment and logistic requirements. The testing includes different environmental conditions and is conducted at various locations whic.h provide the necesay variables. Some of these teats are conducted with operational units under actual operating

conW

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/V

I

AMP70t 4M4 Handbook testing is defined as that testing necessary to produce the pilot's handbook of operating instructions. Two sections of the handbook are of primary concern. One Is definition of the flight characteristics with particular emphasis on precautionary items and emergency procedures. Another is the performance section that provides data for the entire operational envelope of the aircraft. Because of the critical nature and great importance of the handbook data, emphasis is placed on accuracy and completeness. A part of the tests is to determine the capability of the aircraft as well as to establish the performance penalties for improper operating procedures and flight techniques. Atmospheric conditions and the configurations available are also factors that are considered. Many enter the helicopter field of endeavor with the conception that little or no difference exists between helicopter and fixed wing flight test. Needless to say, the fallacy of this assumption is soon discovered. True, the overall objectives are the same and the general approach is similar, but there the paths diverge. The intimate details concerning nearly every facet are greatly different, and it is necessary to become accustomed to these differences. The vibration characteristics, low speed, and autorotation flight regimes are especially disconcerting to ,mne familiar with high speed fixed-wing aircraft. This writing is an attempt to provide some basic testing considerations that perhaps can be used to consolidate, stimulate, and further the profession. No attempt has been made to present theory beyond that required to accomplish the particular test being discussed, This theoretical information can be found In many references and it is not necessary that it be repeated here. This is, rather than theory, some considerations relative to practical helicopter flight testing. The Engineering Design Handbooks fall into two basic categories, those approved for release and sale, and those classified for security reasons. The Army Materiel Command policy Is to release these Engineering Desip Handbooks to other DOD activities and their contractors and other Government agencies in accordance with current Army Regulation 70.31, dated 9 September 1966. It will be noted that the majority of these Handbooks can be obtained from the National Technical Infoimation Services (NTIS), Procedu,"es for acquiring these Handbooks follow: a. Activities within AMC, DOD agencies, and Government agencies other than DOD having need for the Handbooks should direct their request on an of(Icll form to. Commander Letterkenny Army Depot ATTN: AMXLE-ATD Cimbersburg, PA 17201

XV

A

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b. Contractors and universities must forward their requests to: National Technical Information Serrvice Department of Commerce Springfield, VA 22151 (Requests for classifed documents must be sent, with appropriate "Need to Know" Justifcation, to Letterkenny Army Depot.) Comments and suggestions on this Handbook are welcome and should be addressed to: Commander US Army Materiel Command ATMN: AMCRD-TV Alexandria, VA 22333 DA Forms 2028 (Recommended Changes to Publications), which an available through normal publications supply channels, may be used for comments/suggestions.

xva

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AMCP 706.204 LIST OF SYMBOLS a

A

speedof soun; kt ft/sec =mabi

rotor area, ft2

=acceleration,

A=

g's

engine inlet area, ft2

AA

change in acceleration, g's

b

number of blades, dimensionless

BVP

C

=ble'ed

valve position, %from f1,ll open

equivalent blade chord (on thrust basis), ft

CL

9.

por coefficient, dimensionless

CT

thrust coefficient, dimensionless C~s

CG

aim thrust coefficient, dimensionless *helicopter

AC, A~ D

center of gravity

differential power coefficient, power coefficient correction; dimxensionless * differential thrust coefficient, thrust coefficient correction-, dimonsionless *distance

traveled, ft A

*acceleration distance, ft D D ~ DMW

around distance, ft horlontal projection of D 5LOM ,ft distaxtc along runway to takeoff, ft

R

*enduran~e, hr

EG*

= ehaust i temperature,C

ESG W

a engin start gross weight, lb

xvii

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AMC 70640 LIST OF SYMBOLS (Cont'd) F

= force, lb

Fz

= engine thrust, lb

FI

=gear load at touchdown, lb

FC

= fuel counter reading, counts (ct)

4FC

= fuel counter difference, ct

FM

= figure of merit, dimensionless

FS

= fuel specific weight, lb/gal

FSW

= engine fuel specific weight, lbigal

FU

= fuel used; counts, Ib, gal

= acceleration due to gravity, ft/sec 2 GW

= gross weight, lb

AGW

= Voss weight deviation, lb

H

*

height above ground, ft

IlP

*

ideal horsepower, HP

* density altitude, ft HG

ear u height above around, ft

H AH

" pessure altitude, ft height difference, correction, error; ft

AU/,

- altimeter Insttument difference, correction,

entor; ft

altimeter position erro Correction, ft IGE

ainpitotd effect

I V

a intlet gide vane position.% from full open

Stolo

xviii

pmum distotrtionsdlmnsionlc

-

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AMQP 702O4

LIST OF SYIh'BOLS (Cont'd.) p

power coefficient constant, slug/ft3 -HP

Kc

K CT

=

thrust coefficient con.,;ant, lb/slug-ft 3 fuel counter to fuel, olume ratio, counts/gallon

KF

(ct/gal) KFC

LI

=

fuel counter constant, gallons/count (#AJ/ct)

KR

gear ratio, dimensionless

K1

altimeter temperature correction factor, dimensionless

Kp

power correction factor, dimensionless

KT.M

torquemeter conversion factor, ln.'lk4sl

K.

temperature recovery factor, dimensionless

LW

gross weight correction factor. dimensionless

KTAS

*knots

true airspeed

static pressure distortion, dimensionless

L

LT

- left

N

n Mach number, dimensionless

avaningblod Mah nmber dief~nle MS

advancing bladetti Mach number, dimensionless

77 N

a revolutions, rp

ND

*

nwe down

*noseup

A\NU

Ne

engine sped, rpm tutor speed, rpm or rp

IV

N1,

power turbin speed, rp

NAMPP

*nautical

JANT

*

air miles per pound of fuel (spetific angp). akin rnIl~b

nautical armiles traveied, a aii xU.

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AMP7OW2N

LIST OF SYMBOLS (Cont'd.) change in rotor speed, rpm

N

OGE

=out-of-pround

P

=power, HP =pressure;

P,

effect

psi, in. H2 0, in. Hg

exhaust gas static pressure, psi

PRe

=engine (turbine) pressure ratio, dimensionless

pressure difference, correction, error; psi, in.H1 0, in. H&indicated torque (see Eqs. 14-6 and 14-8), psi

AP

=

Q

*

R

*range, nmi

*

actual torque, lb-in.

*rotor radius, ft Ri'

right

RIC

*tapelne

rate of climb. ft/min

average rate of climb from 14, to H..,. ft/min

(RIQ)6u

of climb corroction, ft/inm

&AI/C)

*rate

RID

*touchdown

S

*

rate of dueat, ft/mmn

ground distance traveled after contact, ft

SNiP

*power required, HP

t

intime, elapsed timei at; *time change, required, diffetential ~ac

T

a temperature, 4C

a toWo thrust, Ib TMA

XX

wtrue airipeed. kt

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VC

7040 LIST OF SYMBOLS (Cont'd.)

Tc

TIC

=

restrainina thrust, lb

=time

to climb, min4

TRe

engine (turbine) temperature ratio, dimensionless

T1W

takeoff thrust to weight ratio, dimensionless

A~T

=temperature

difference, correction, error; 0

restraining thrust uorrection, lb airspeed, wind velocity; kt

V Vnp

=advancing blade tip speed; kt, ft/sec airspeed deviation, loss, correction; kt

A~V

air flow, lb/sec W

ideal mass flow, lb/sec *weight of ballast, lb

W,*

fuel flow; lb/hz, lb/sec

WINSIA

weight of load cells and cable, lb

WFAW~

NOue available, lbI incremental fuel, lb course speed lenth, horizontal distance~ ft

X*

Uangto of attack, dell3 *azimuth, de$ from north "~eof 7 6 at

ldsdp, dca

Upht pathmnaje *ambient

air pressure raio, dimenioulm

stick Position. in.

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-ma. LIT OF SYMBOLS (Cont'd.) -average stick position, in. throttle position, %from full open =chanse in stick position, in. total pressure recovery factor, dimensionless # *,

*

runway gradient. theodolite ane, pitch attitude; deg

=air temperature ratio, dimensionless 0a

*

maximum retreating blade angle, dog

*

*

blade collective pitch, deg

0=

change in pitch nle, des -pitch rate, dog/sec

V

-

pitch acceleration, de, sec'

=advance ratio, dlmenslonlea_

jL

- mass fnow, lula/mc

p

air density, lug/fts *

Srtoll

*

*

~air densty ratio, dimensions

attitude, des

*tolirate. deae tarll acceteation, doO' a. azinuth

*~

for maximum

angle, yaw aitiede; deg

*yaw rate, degac a yaw acceleration, dqjec

5

rotor 01110Vlolty rai~ob SJNCRIPTS

aili;

.

*

a

*

~~Abnt, fmn areamo latera

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LIST OF SYMBOLS (Contd.) airflow ratio

AR A VG

=avenage

boom

4:,B

BR

=best

range

counts, collective

C

C

=corrected

CAL

=calibrated

ongi, longitudinal

f

fuel

F

uflare

'K)FC

*fuel

counter

(gaR

ground rol

OR*

horizonta

H

-hovet,

11W

-head wind component

15

*antestage bleed

1C

*instrment

IND

correcton

inwue

MAX

*tnaimum

rtow sPee *

)

oer muw

a

~poetloak4

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ANC764 LIST OF SYMBO0LS (Cant'd.) r

pedal

R

resultant, rotational, rotor

REP

leferred

REQ

urequired

RW

-runway a

S

static droop, static, stick

-

-standar,

standard system, standard day

system corredon

Sc SCRED

Uscheduled

aslee

A

*test, test day, test system T

*

*tat Cll

TL

takeoff, tower

rV TR

k

trues traient droop, total, turbine

*

ta" rotor ilzpwe

V

*Veg'tlcl

VOL

*VOltIUM

IV WC.

*wuw %wnVeqa, hover, we44t

h'S

uwind themr

x

-

wind component

hodzsont Compomet

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'0

LIST OF SYMBOLSI (Cmttd.) z 0

-

normal component

-initia -itarentry

2

-find stop 5SOft obftad*

so

xxv/xxvi

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AMCP 706-204

CHAPTER 1 PLANNING 1-1 GENERAL

K'

The same basic technical approach that is applied to testing should be applied to the planning, management, and organizational phases of the program. All aspects should be considered with emphasis being placed on management principles that will be compatible with the technical requirements. The most effective planning can accomplished only when both the technical and support groups are knowledgeable and sympathetic with the peculiar requirements of the other. 1-2 PRELIMINARY PLANNING The preliminary planning is the first action that should be taken by a test agency on a subject program and should begin as soon as the program is known to exist. In the event of a cancellation at the last moment, this early planning effort may be lost; however, in view of the potential gains, the risk should be taken. A thorough effort at the onset should result in logical, timely program progress and should minimize the risk of lost productivity caused by unpreparedness at a later date. The preliminary planning includes an evaluation of the total scope of the program; a definition of the objectives, authorities, and responsibilities; an assessment of the time and resources necessary to accomplish the tests; a schedule establishment and milestone defintion; establishment of a suitable work flow channel; and establishing the appropriate follow-up action. The request or direction to accomplish a test program should include the objectives in sufficient detail to allow a test plan to be prepared. The objectives should be studied carefully in light of the existing test capabilities and then a determination made as how best to achieve the desired results. The objectives should be clear and concise. Any iterr that is not so stated is open to misinterpretao

tion and should be clarified immediately. In a similar manner the authorities and responsibilities of the program should be as equally clear as the objectives. Most organizations are adequately governed in these areas; however, when the organization is not adequate or when unusual circumstances arise, a clarificadon should be made immediately. Upon receipt of the test objectives and authority, every possible effort should be made to obtain all information concerning the test vehicle. The most important information is that relative to its physical nature and operating characteristics. These will greatly influence all aspects of the testing to be done. The riost fertile area from which to obtain information is usually the technical library. Most libraries have the capability to do research and provide references on any desired subject. The subjects given the library to research should include the name or designa"ton of the test vehicle and appropriate words to describe unusual aerodynamic, propulsive, or operating characteristics. In all cases, it is advisable tc consult with the aircraft manufacturer. By necessity the manufacturer must have extensive knowledge concerning all general aspects of the test item and may be the only source of information concerning its unique characteristics. This is invariably the situation for the newer VTOL and advanced helicopter designs. An important portion of the preliminary planning is the establishment of a schedute and the fixing of milestone events. Some events to be considered as milestones are test plan publication, instrumentation specification, arrival of the test vehicle, first flight, program phase completion, completion of the total flight program, completion of data -reduction, completion of report writing, and report publication. When the calendar dates cannot be established, the schedule should be 1-1

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AMCP 706.204 arranged in terms of time from arrival of the test item. Ths will provide a general schedule and allow continuation of the planning effort. The program logically should be separated

written prior to the scheduled submission date. When this is possible, it will provide more opportunity for correction, revision, and improvement. It is also desirable that the

into various phases within the whole. The nature of these phases will depend upon the

plan be written by the party responsible for the execution of the tcps, When this is

individual program, the schedule, and the test

accomplished, there will be a minimum of

objectives. Most performance programs can be divided into phases similar to the subjects discussed in Chapters 4 through 14. Other tests

communication and interpretation problems at a later date. It is also possible to make the plan more general in nature, thus providing

such as environmental, reliability, and maintainability will be susceptible to a similar type of definition. These phases in turn can be separated into subdivisions. It may be advisable to define phases according configuration (cleanthe and dirty), gross to weight (light and heavy), atmospheric conditions (high and heavy), tmperic cotions

more flexibility. The test plan is the proposed plan of action and as such should contain information pertinent to the test objectives, schedule, locations, and necessary resources. The exact linad eesryeoue.Teeat -sequence of the tests is not a requirement; however, a general indication of the proce-

cold), and performance regimes (high and low speed). In other cases it may be judicious to separate the leve, phasesdser, by ortroics test area such as sea muntins Reardess level, desert, mountains, or tropics. Regardless of the phase plising definition methodin used, accomwil adthi gratl orgnizng, plishing this will aid greatly in organizing, implementing, and reporting on the program from inception to conclusion. One note of caution here is to be sure that the definition procedure is logical and that it is not so detailed as to become meaningless.

understand more clearly the intent of the test

(high and low altitude), temperature (hot and

The next item to be established is the personnel and resources required to accomplish the test effort. Defining the personnel may include creating an organizational chart and assigning responsibilities. The complexity of this effort will depend upon the magnitude and scope of the program. Arrangements should be made to insure that support will be available at the proper time and manner.pln person responsible for the preliminary plantain that the initial action is accomplished in a timely and proper manner. 1-3 TEST PLANS

1~w

The test plan may be tten as soon as the preliminary planning as been adequately accomplished and sufficient information is available concerning the program and test vehicle. In some cases the test plan may be 1-2

j

I

dure to be used will enable the reader to

pln.en the plan written in a possibl general rather than should a detailed format. In the case of unusual tests it may be n t provide detailed information in necessary to order to allow a clear understanding of the work to be accomplished. Good writing practice is required, however, it must be remembered that the most important aspect is to disseminate information and to establish clearly in the reader's mind how the testing is to be accomplished and how this will achieve the test objectives. A clear understanding of the overall program must be transmitted as well as the necessary details. The scope and nature of the program are the primary factors that influence the test plan. An outline should be prepared first to in e heunece repare ing considered. From this general outline, it is possible then to proceed with confidence to a more detailed outline where the specific tests are noted. With this in han, the next step to develop the first draft of the detailed testis plan. Each test must be clearly stated relative to method, objective, and anticipated results. A minimum of detail should be presented in each of these categories. When a large amount of detail is unavoidable, references should be given or an appendix should be added. A good technique is to use general statements and refer to other reports for details.

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..

...

.

.

.

.

.

.

.

.

.

...-- .-

-

-

-

.

AMCP 706.204

An important part of most test plans is the

estimates are the ones most often in error.

detailed schedule. Some milestones have been established during the preliminary planning phase. These must be modified to reflect all changes and include the most current information. The instrumentation phase must be coordinated to prevent any slippage caused by workload, schedule, or logistics. The allocated time for the instrumentation installation should be verified to insure completeness and adequacy. Any aircraft maintenance work prior to flight also should be included and coordinated with the appropriate groups. The flight portion of the program should be established. Each test can be examined to determine the flight time required. The total productive time then will be the total of all the individual tests specified. Some factor may be aprlied +o determine the number of flights required to produce the required productive total time. This factor primarily will be a function of the type of aircraft and the

The estimates are determined by consideration of the personnel available and the anticipated workload. The engineering effort required per flight varies greatly with aircraft and the type of data being obtained. A most pessimistic estimate is advisable. There are many items that dictate this, however, in the main they characteristically come from these sources. The necessary personnel and facilities planned and scheduled invariably do not materialize. Test progress usually uncovers areas that require additional efforts both in testing and data reduction, and analysis. It is surprising the amount of time these items can add to this portion of the program. Although the report writing effort is usually concurrent with the data reduction effort, for schcduling purposes they should be separated. Here, again, it usually takes longer to write the report than one would suppose. Some of the delaying obstacles encountered are interrup-

testing being done. The average time per flight ,-

tions, concurrent efforts on other programs,

will be the most important single considerati n. The next item to determine is the number of flights per day that can be expected. This, again, is dependent upon the aircraft and the type of tests. All these factors then are summed to give an estimate of the

lack of clerical and editing support, and lack of author inspiration. The latter item is occasionally the most Important consideration. It is also the most difficult to account for, and is invariably the least understood by all, including the author. Increased magnitude

flight portion of the program. The wise

referencing, comparisons with other results,

scheduler now will rely on knowledge and experience to include a margin for some of the inevitable delays that will be encountered during various phases of the program. To estimate best the advisable margin, a review of similar programs will provide a rule of thumb for the percentage of flights aborted, weather considerations, Instrumentation requirements, and nonavailability of the test aircraft. Allowance also should be made for any necessary travel to additional test sites, "down time"

and requirements for detailed discussion of the data, An accelerated program or a high productivity test will reduce the amount of time available for writing the report. A highly complex test vehicle or test procedure will require more technical research and original work. All these factors are difficult to plan

tion changes. and any Instrumentation recalibrations. All ,upport poups should be

to coordination. A reliable estimate of the publication time usually can be obtained from

consulted to isure that no omissions exist hi the contingency c-asideratlons.

the graphic arts group. It total of all these items then will yield an estinate of the total program time.

calendar time required to accomplish the

for scheduled uIrcraft maintenance, conflgura-

of the program introduces extensive cross

and schedule, though they should be considered. The coordination cycle for the report must be analyzed carefully to deternine the number of personnel and offices involved, and

what has been the past performance relative

Arothr significant ltvm Is the time requirod f)r the data reduction effort, data

The publication of the test plan changes

analysis. and report wtiting efforts. These

the program from an abstract Idea into a 1-3

..

.

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AMCP706-204

reality. The project engineering office now can assign personnel to the project for preliminary calculations, construction of data reduction forms, and preparation for the anticipated workload. Maintenance and flight personnel are able to enroll in the necessary training schools, and the appropriate logistic actions can be taken. From the specified tests, it is now possible to determine the instrumentation requirements and prepare the instrumentation specification. Each group can establish cost estimates and start providing equipment and personnel. 14

FLIGHT CARDS

The flight cards should be prepared as soon as the test plath is written. This procedure will prevent the occurrence of a high workload at an inopportune time during the program. They also will provide detailed information on how each test is to be performed and will allow time for improvements or corrections to be made at the earliest date. It must be remembered that making the cards in advance probably will result in certain changes in light of unexpected test results and additional requirements based on further knowledge. In any event, it Is easier to modify an existing card than to originate one, and there will be a net reduction In the total effort. Flight cards are necessary for the pilot and flight test engineer to conduct each test effectively. The card must contain the necessay Information relative to the pilot effort as well as the data to be recorded. It Is desirable to have the pilo concentrate on the operation of the aircraft with a minimum of other duties. To accomplish this, most effectively an observer should be uscd to record all necessary data, calculate changes in the test conditions, and to plot the data as they are obtained during the flight. When specifying conditions for the pilot, the Instrument error should be accounted for to reduce the pilot effort and to Insare the proper flight condlIn cases where the pilot is required to fly solo, he shouI b briefed thoroughly on the 1-4

data requirements and any deviations that are anticipated. This briefing also enables the pilot more accurately to plan the flight so that the maximum productivity may be realized. Radio contact should be maintained at all times, and ground personnel should record the data transmitted by the pilot. The pilot also may have questions that can be answered by the ground personnel. This aspect is doubly important when conditions are such that the primary test mission cannot be accomplished and it is necessary to adopt an alternate test. The pilot may not have sufficient intimate knowledge of the data requirements to .plan and execute adequately an alternate mission without ground support. The ground personnel should be prepared at all times for this situation. Also, additional tests should be planned prior to flight in the event the test progress is more rapid than expected. Giving the pilot more than he can accomplish is the general practice to insure that no portion of the flight time is wasted. However, this practice may be detrimental In that the pilot will try to accomplish the entire card regardless of the magnitude and in his haste may obtain questionable data. Perhaps a better technique is to give the pilot a realistic card and keep the other tests in reserve until they are required., This somewhat more of a workload on the ground personnel but may increase the flight productivity. Detailed flight cards for each type of test are discussed In the appropriate chapters.

14 DATA REDUCTION FORMS The test plan and the flight cards specify what data will be obtained and how the tests will be conducted. The instrumentation speofication will determine the form of the data when the data are available for reduction, With this Information at hand. It is now possible to establish the data reduction meth. ods and procedures. Accomplishing this task at this time will alleviate the backlog of data that normally occurs when the flying starts and the reduction procedure isnot at flall capabilitv.

x

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AMCP 706-204 The data may be either automatic or manually processed. In either case the initial procedure is the same. The test to be conducted should first be placed in similar categories, The test plan is normally in this format which simplifies the task. Then for each category a data reduction procedure should be established and a data flow chart constructed. This will serve to clarify the process and to provide the most effective means for accomplishing the effort. Items to be included are data handling, data reading, data processing, data presentation, and data analysis. The data handling term Is meant to cover the overall processing, transportation, and the data management. The data reading Is intended to encompass the processes of converting the recorded data to usable engineering information. The most common forms of this are reading of oscillograph traces, reading of photo panel film, and obtaining a computer print out. The data processing refers to the calculations or corrections that must be applied to put the data in a form suitable for

presentation. is may involve either manual

or computer techniques. In either case, the engineer must develop a detailed step by step procedure in engineering terminology of all the computations that are required. This form serves two purposes. First, it provides the information for the programmer to develop into computer language, and, second, it providis a tool for checking the final computer program. Failure to accomplish this program checking can lead to disastrous results, since the conversion is not always accomplished literally. The data presentation required is determined by the test objectives and the anticipated test results. The data may be in either tabulated or plot form. In either case, the format can be established and this will save a great deal of hurried effort later in the program. Generally, a review of contemporary reports will provide a guide as to the appropriate plots necessary to present the data. Detailed data reduction forms and graphicel presentations of the data are presented in

the chapters that follow.

1-S11-6

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AMCP 706.204

CHAPTER 2 INSTRUMENTATION 2-1 GENERAL

)

,

Instrumentation as discussed here will pertain to that required for performance, stability, and control testing. However, a similar approach will provide adequate results for other test programs such as structural, developmental, and research. Each test may have particular requirements, however, the objectives are similar; i.e., to provide quantitative data to aid In future design, to correct existing deficiencies, or to increase the overall knowledge of a specific area. The test data are used primarily to provide information relative to operating and performance characteristics as well as to correct deficiencies that resulted from insufficient or inadequate design criteria and assumption. The Importance of the Instrumentation cannot be overemphasized, since the entire effort will be for naught if the data an not accurate, valid, ad complete. 2-2 PLANNING The initial nstrumentation requirements should have been considered In the prelminary planning phase. The detailed planning should have been accomplished at the earliest possible date to Insure an adequate and timely propesion of the instrunentation effort. An unforeseen delay may cost valuable flight and

calendar time. However. in sonie cases it may

rn

it44will

be more expedient to plan a progressive installation based on the test requirements and sequence. So long as adequate lead time and planning *a provided for the instrumentation peminnel to build, Install, and calibrate the additional equipment a mnimum or no delay will be Incurred by this approach. An unscheduled instrumentation effort Is to be guarded apinst since In most instances an Installation and calibrtlon time SS required and, unless properly planned for, isU reUlt emanylv dcas tett

result in an excessive delay in the test

program. Generally speaking, even the most elaborate and complete instrumentation armrngement will prove to be inadequate in some area and revisions or additions may be necessary. This primarily is caused by new requirements as the test program progresses and the data are analyzed. In view of this, the necessity for careful analysis and planning of the instrumentation requirements and installation is readily apparent. 2-3 REQUIREMENT GUIDELINES The instrumentation requirements can be determined from the test objectives and the test plan. From these general requirements It is necessary to prepare a detailed Instrumentation specification. This specification must contain a complete listing of all equipment required, work to be accomplished, time and manpower available, as well as sequence and general cost analysis. Sufficient detail must be given so that equipment may be ordered, wiring diagrams be prepared, and drawing be made for fabricated parts and instrument packages to be installed. The Instrument specifications should be prepared by the instrumentation engineers. The flight test engineer should coordinate to insure adequate coverage as well as compatibility with the exltlng facilities and the general suitability of

the Installation. Also, it is necessary for the

flight test personnel to be intimately familiar with the Instrumentation so that malfunctions during the testing may be detected quickly and corrected. Since the instrumnentatin,, facilities must operate within the overall guidelines ostablishad by the flight test engineer, he should specifically consider the following items. I many cases, more tha oe method 1.cod In tes.t more limi 014111d.

of recording thedata may be used.

1

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AMCP-706-204 2. In general, the most important parameters should be recorded by the most reliable method with items of lesser importance being recorded as appropriate, 3. For critical items it may be desirable to have duplicate recording. This duplication also may be useful In data reduction and correlation procedures. This method will reduce the loss of data from individual instrumentation malfunctions ard the number of repeat or abort flights,

must be used regardless of individual desires. Tape and telemetry easily can record a large number of variables. Oscillographs and photo panels are limited individually In scope and several may be required. For a small number of variables it is possible for either the pilot or an observer manually to record visual data. This method is most effective for a performance test and, when possible, is preferred over any other method. In many cases the manual system is supported by an oscillograph or photo panel whichis a highly desirable arrangement whenever feasible.

2.4 RECORDING OF DATA The data should be recorded in a maner that will allow the reduction to be accomplashed most easily. Many variables can be recorded conveniently in only one maner and there Is little choice. The degree of accuracy which can be obtained will vary with different recording methods and consideration should be given In this area. The most satisfactory data recording method may be determined by consideration of the following, 1. Number of parameters to be recorded 2. Type of data reduction to be employed 3. Time allowance for reduced data to be presentud V

4. Cost and time available for Instrument&lion installation 5. Reliability required 6. Type of data presentation to be made 7. Weigt and space available, The number of parameters to be recorded should determine immediately the requiro. ment for automation. Whenever more tan twenty parmeters are recorded, an automatic system Is desirable. Some of the aatowatic data recording systems to be cornidered are magnetic tape, telemetry, photo panel, and oscillographa. These systems are Invaluable fr particular types of tr4s and In some case

2-2

For some types of tests, such as structural demonstrations and critical stability and contkol test, it is necessary for real time during the progress of the tests. The only method that can accomplish this Is telemetry or visual Indicators In the aircraft. Since stress and dynamic stability data cannot be presented easily with indicators, this leaves telemetry a; the only realistic method. Most telemetry layouts have the capability of visually portraying the data while simultaneo sly recording a permanent record. This permanent recording device may be in the aircraft or located in the ground station. All methods other than telemetry require that the aircraft return prior to accomplishing any data reducion effort. Photo panels and oscillographs require a time interval for the records to be developed and read prior to starting the data reduction. 4and recoreed data are immediately available for procesing after the flight and can be anjyzed between flights. This may be an impcdant condder~tlon when consecutive fllghts are dependent upon each other. Visual hard recorded data we also very useful for -t-flight plots which will insuv completeness and that erratic points are repeated at the appropriate time. The type of data presentation to be made will somewhat restrict some of the recording methods, The recording systems all may have a idmilar capability but the amount of data Yeduction effort may vary greatly. When high density time histories are desired, the photo panel and hand recorded data are inadequate and difficult to process. The values must bls

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AMCP.706-204 plotted and then curves faired through the points. Telemetry, magnetic tape, and oscillographs can produce this type of data directly. The weight and space allowance is usually a function of the aircraft dimension and performance. The number of parameters is the single determining factor, and the instrumentation system must be arranged accordingly. The number of parameters per unit weight or volume is greatest for the magnetic tape system of which there &re many varations. For small, limited spp,4e vehicles, where a lare number of variables are of such interest, a magnetic tape system is invaluable, When space or weiyht is not at a premium, then it is desirable to use several oscillographs or photo panels. The biggest problem with this type of arrangement is the time to correlate the data and accomplish the datK reduction. The time correlation must be accomplished very accurately or the data may be invalid or unusable. To best achieve this, each of the recording devices should be identified or coded simultaneously in order to fix the events in time and sequence. 245 COST CONSIDERATIONS The funds available for the instrumentation and the emphasls placed on the expenditures may tffect greatly the final instrumentation arrangement. Good instrumentation is seldom inexpensive, however, quality should never be sacrificed for quantity. It is far better to obtain a small amount of accurate data than to obtain a larle quantity of Inaccurate or questionable data. In fact, inaccurate data may be worse than no data at all. Inaccurate data may danmge the reputation of the flight test department and the organization as a whole and, in some tae, result in crashed aicraft and Ion of life. Ail, g t finanej loana may result from erroneous data beins Incorporated into future designs that may tult in an undesirable or unusable product. For the Government agency, there is a dual ,espondbility, an ascurate and fair evaluation

of the co

ntcts' ptoducts as wal a an

obligation to the country and the men who may be using the vehicle for national defense.. In the event financial resources are not available for an adequate instrumentation installation, the appropriate group should be notified immediately so that action may be taken. All personnel concerned should be aware of the situation so that, if necessary, the program objectives can be altered or more resources can be made available to accomplish the existing objectives. The most costly data system is a magnetic tape recording system in the arcrift cornbined with telemetry of the data to a ground station. Photo panels and osclllographs are relatively inexpensive and, of course, visually recording instrumentation is the least expensive of the systems previously discussed. Unless cost Is of prime Importance, the choice of data recording methods should be determined by accuracy requirements and overall suitability. The time for the installation must be scheduled commensurate with the type of installation required. The more complex systems generally require considerably more time than the simpler systems. The reliability aspect is associated most closely with the anticipated productivity required. For aircraft with very limited time per flight or flights per day, it is essential that no data be lost. This also may be the case for aircraft which me of a very complex or expensive nature. Reliability is also very important during high risk teats where it is dangerous and perhaps Impoisible to repeat the teat. Reliability of the various systems is a highly controversial subject; however, the oonsensus is that complexity contributes to low rellibility. Flit test experience with the various instrumentation arrangements bass out this consansus. 24

SENSOR DEFINITION AND CALl. BRATION

The most Important part of the Intnu. mentation specification hs usuilly the one moat uiq8ected by the plang and technical

poup

is th nor du lnlton the n

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and accuracy capability, and the calibration

procedure. Many times the instrumentation groups encounter what to them are unrealistic or impossible requirements. This can be caused by very stringent test requirements or simply from the requestor not being familiar with the instrumentation capabilities. In some cases the instrumentation personnel will assume the latter and freely substitute a lesser capability. This, of course, should not be done without first determining that this

change will be satisfactory. Conversely, the requestor should never impose a requirement without follow up action to be sure the desired effort will be accomplished. The proper sensor must be chosen in order for the rest of the recording system to obtain the necessary input data. The sensor also must be compatible with the remainder of the system. The calibration schedules must be specific

24

with respect to procedure, range, sensitivity,

and Increments. This Is necessary to insure that the calibration is accurate and complete. The validity and accuracy of the calibration standards should be compatible with the calibration requirements. Environmental and operating conditions should be considered during the calibration. When the laboratory calibrations differ greatly from the test conditions, significant variations may result. The most potentially accurate system avail-

able will not yield correct data If the calibration Is not accomplished properly. Too often the lack of communication between the flight test and instrumentation personnel causes the calibration to be done in an undesirable manner. The flight test engineer should be thoroughly familiar with the calibration procedure and the requirements, and should participate in the calibration to insure a satisfactory result.

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AMCP 706-204.

CHAPTER 3 GROUND EQUIPMENT 3-1 GENERAL The helicopter is associated more closely with ground operation than is the conventional fixed-wing aircraft. This includes scope as well as percentage of time spent In this environment. As a consequence, the number of tests necessary in this area is greater, and it

Is more Important to define the aircraft

j j

Any available communication and atnios-

condition relative to the ground and existing ground envionment. This task is complicated by the rotor influence on both th, atmosphere and ground conditions. These nfluences become greater during the more important inround effect operations.

pheric equipment should be utilized to the maximum. When not available, arrangements should be made to provide the necessary items.

Some of the tests that ar conducted in ground proximity are hover, takeoff, translalion, air taxi, powered landing, and autorotational landing. These tests are discussed in detail in Chapters S through 14.

The vertical thrust stand is usually far more complex than the horizontal thrust stand. The geometry of the stand Is of vital importance. The various forces and moments usually will have to be resolved to obtain the necessary data. The distances or moment arms for the sensors are required to accomplish this. The sensor positions and dimensions relative to the aircraft also must be known in order to correlate the thrust data with the aircraft free flIght performance. A careful study should be made of the inttrumetitation to insure that all the parameteri are A.eafy defined and that thee me no unknown force interactions.

32 HORIZONTAL THRUST STAND

F -./

range ahould be noted and incorporated into the test procedures to prevent exceeding the limits of the equipment. The aircraft mounting requirements should be noted, and any special equipmen- should be constructed. The installation should provide a blockhouse or other suitab!e protection from blast and noise for the recording equipment and personnel.

The horizontal thrust stand is necessary to determine the static Installed longitudinal thrust of the test aircraft. This device has limited use for most helicopter tests. Most modem thrust stands re equipped with self. centering or null.beianclng devices so that the load cells can be zeroed prior to beginning a test. This zero should be checked to be sure there is no excessive drift with either running time or thmJst load. All tare values prior to and after the test should be recorded. The geometry of the stand tlotild be noted with emphasis placed on the arwraftl/stand cortpatibility. This can be significant when testing sarft with other than conventional propulslon sysWams, heat or hot gas impnement befn the most frlouently encountered offenr. The Instumentation should be InVpected carefully. The calibration of the stad should be current and Ifany doubt exists, the

calibratons shbuld be repeated. The recording

3-3 VERTICAL THRUST STAND

Norally, them Is a multitude of data being recorded at each test point from the environmontal stations, tht thrust stand, and from the aircraft. The most difficult ttk is to correlate accurately all the recordings. The surest way to accomplish this Is to record the me identification mark on all the records at precisely the same time. Ths can be accom. p1shed by manual martki on a digal over a common communication network or by havin the data systems mark automatic y at the activation of a switch. The Ias'ter method is preferble but when properly done, either

system should yield satisa

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AMCP.706.204 signal to record and identify data should come from the aircraft rather than the ground since that is where the specified test conditions are being controlled. Since most thrust stands have height as well as attitude varlables, great care must be taken to establish and record the precise stand configuration for each test The ground equipment on most vertical thrust stands contains some provision for measuring the external environment-the most common measurements being pressure and temperature. Velocity and direction of airflow also may be included. There are many different arrangements that may be utilized and no attempt Is made here to discuss thom all in detail. One tidng common to all thrust stand tests is the communication problem. Normally, the environment personnel are in the open with no access to a radio. For their data to be meaningful, they must be able to operatcorrelate these data with the airrafm ing conditions. One good way to accomplish this correlation is through a ground intercommunicaton network. In fact, if the facilities permit, elimination of all radio equipment will simplify the entire operation. This Is particularly true for aircraft that have poor radio operation near the ground.

I

The preparation relative to safety, operation, instrumentation, calibration, and stand suitability has been discussed previously for the horizontal thrust stand. The mounting problem is far more difficult In general, and in particular when attitude changes Introduce side forces on the gear or other restraining pohns. 34 ATMOSPHERIC EOUIPMENT For most ground tests It Is necessary to define the conditlo of the external environment. During the thtat stand, hoveing, takeoff, and landlng tests, the relative wind velocity and direction ae required to comet 6se data for wind effeats on thrust, ditn, and inpeed. For these conditions, the arcaft recorded atmospheric data are usually uareWlbie becaue of coto downwah and

3-2

re-ingestion effects. The aircraft performance is usually sensitive to very low wind conditions and an appropriate anemometer is necessary. The wind condition and direction relative to the aircraft also should be determined. The best method is to mount the anemometer ro that it will be possible to note direction and velocity simultaneously. The wind vane seeks the direction of the wind and insures that the wind velocity is measured at the same time in the same direction. The assembly should be portable so that it can be positioned in the pmrper location at the test site. There ae several commercial models available, however, a suitable instrument can be constructed easily. The ambient pressure and temperature also should be recorded by a source Independent of the aircraft. Most tests are conducted at an aircraft installation, end the tower usually has atmospheric ditta available. Tlds type of data may be unsatisractory for several reasons. The accuracy is normally less than that required by test standards, and the recording location is not in proper relation to the test site. A better method is to procure an installation that is portable and has the desired accuracy. Commercial equipment is available, or a suitable installation can be constnuctc.l Both the thermometer and the altlimett should be sensitive calibrated test instruments. Caution should be used so that the equipment Is located in a mtanner that wi yield true atmospheric data. Free air should be flowing through the devices and care should be used to prevent dirt exposure to the sun. The previously discussed wind measuring techniques record the conditions relatively neat the surface and may not indicate any shear effects with altitude. ThMs knowledge usually is required during landing tests, An indication of the wind characteritIa may be obtained by observing the behavior of mendWng smoke. This method will not yield quarnti. tative data and usually is not effectiv, in any case for altitudes above SO ft. An elevated anemometer device will provide the necessary data, howevet, this type of device usually is not available when operating at remote site.

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AMCP 7W204

S

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Another method for estimating the wind at

4

altitudes onsists of a neon filled balloon tiedto the ground. The deviation of the string bfom the vertical is an Indication of the wind velocity at the balloon elevation. By setting the ballooin at the same height as the aircraft, the wind at the test altitude can be evaluated.

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35 THEODOLITES During takeoff and landing tests, visual theodolites should be used to determine both horizontal distance and height above the ground. These theodolites may be in both vertical and horizontal forms, and can be constructed easily from metal and Plexiglas. Using the relationships of FIg. 3-1, one may construct a theodolite for any desired height or offset distance: x =d

r7)

d

(A) Horizontal

(3-1)

(by similar triangles)

(B)

Vertical

Figure 3-1.

Theodolites

where d = offset distance from the runway

3-6 CAMERAS

2 runway horizontal flight path

Variable speed cameras presently are used to record visually presented data in the cockpit and on the photo panel. The camera speed is adjusted according to the density desired. A desirable installation is one which has more than one speed available to the recording personnel in the cockpit. This will allow selection of the speed most suitable for the type of data being recorded. Film also can be conserved when a high speed is not required. This type of data recording system, requiring a great deal of data reduction effort to read each frame, is generally a poor method of recording other than static conditions. Other uses of photographic recordings are primarily to provide qualitative information with respect to tuft studies, flutter and other component motions, ordnance and debris patterns, and recording pilot visual phenomena. These cameras are located on the aircraft in an appropriate position or some-

h = height above the runway x = distance from sight to the theodolite scale y = vertical length of scale w

horizontal length of the scale

The scale may be constructed for any desired distance, and employment of multiplication factors can make it useful for more than one offset distance. The accuracy of the instrument decreases as the offset distance becomes greater. The theodolite should be aligned accurately with the runway. The vertical theodolite is of particular use during autorotation landing tests where height above the ground must be known precisely in real time.

3-3

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k AMCP 706-204

times cairried in a chase aircraft. In some

instances, the film Isused to provide quantitative data by scaling the dimensions from the picture. This is extremely difficult, since the

mounting must be precisely right to show the

true dimensions. When this is not done, reducing the data may become a descriptive geometry problem of some magnitude. Wthen more than one camera is being used, the time corrlaton ecoms afacor. frquetly used technique to accomplish this is to have an interrupter that will expose a frame at the same time on each camera. Placing a clock in the field of view of each camera is another technique that sometimes isused.

I

Ground cameras are used ta record the behavior while in ground effect or during takeoff and landing tests. During hover, a camera is a useful tool for establishing the aircraft height above the ground. This can be accomplished using a known dimension to determine a scale for the photograph. This dimension may be a part of the aircraft or may have. boen added prior to the test. The ieference dimension shotld appear Intrue size in the photograph, This requires that the photographer be in the proper position whon the exposure Ismnade. The bost way to Instre this is to dtesiate the spot over which thi) aircraft isto hover, and then at some desirable distance inscribe a circle. The photographer then should be instructed to stay on the circle anid at right angles to the reference mark or his will Insure tfiat the ~re is vieved in full dimensions and as that the disance irpni the photographer to the oblect is k A. Iw

Idimension. j

I

During thi takeoff and landing tostt, a special camera known a a Faimchild Flight Analyzer Is used to record the aircraft modoan. This camneras theW capability of taking a series of pkume while simultaneously recording relative lapomed time. The meon carefuilly islooated a known distmanc fromt the runway and Isi n a level position. Included in each series of pictures are two torgts that are at a known distance ad geometric pattern. Nonvatlyj they are parallel to the runway anid 00 ftnt t i f he amea lcaIon. n 34

target usually is directly in front 'of the camera and the other one is offset laterally 100 ft from the first. A typical installation is shown in Fig. 3-2. The flight path distance between the targt can be calculated by similar triangles as previously discussed under visual theodolites. The offset distance and target distances my be changed as desired. Increasing the offet c~~~ewl rvd rae lgtpt distanlce coverage but will reduce the size of the aircraft image and a loss in readins accuracy usually will result. The relative distances between the different pieces of equipment must be measured accurately and recorded for each installation. A surveyor's equipment should be used to assure that the aiiples and lines arn coret. The timing device in the camera Is a critical Item and should be checked periodically with a stop watch. 11o accuracy of the plates will be influenced by the tracking precision which is a function of the operator proficiency. W. HOVERING EQUIPMENT For obtaining hovering data, a free flight or tethered technique my be used. Atmospheic' measuring equipment at the ground station Ib needod for both methods. For the free fgtt technique, two conditions should be consider. ed which require special equipment. The In-roundi effect hoveting require some means for stabilizing the helicopter and determining the height above the ground. Th.e :qu4&ia inttost often used Isweighted cats attaiched to, the helicopter. The cables are of the proper longth to yield the dujied height above the ground. F~or out-of~gound effect hovering, a line is lowered from the hellcopter. This line should be approximately 200 ft long and mounted on a hand reed. A 10-4S lb wtight is attached to provide stability od tension. To Ns are attached at intervals to Indicate airflow reltive to the line. The equipment (or tethered ivefin consists of a load cell, arresting cabes, and a position sonsing device. The load cells commnonly in use are hydraulic cr strain gage typos. A suitable readout instrumnent isassumed to be a